Gearing for trains of metal rollers



4 Sheets-Sheet 1.

(No Model.)

U. BASKm. GEARING FOR TRAINS OP METAL ROLLERS.

No. 269,574. Patented Deo. 26, 1882.

N. PETERS. Phom-Limugnpher. washington. n C.

(No Model.) 4 Sheets-Sheet `2.

U. HASKIN.

GBARING POR TRAINS 0F METAL RGLLBRS. No. 269,574. Patented Deo. '26, 18-82.

El HEURE E LD m-EEEEEI ...L/w 'HUE m (No Modal.) 4 sheetssheet 3..

U. HASVKIN. GEARING PORTRAINS 0F METAL ROLLBRS. No. 269,574. Patented Dec. 26, 1882.

4 6 M l LLM LLM I LLM u u IYEUFLE El IEE nmlegses- IVLUEVL-I-l-j (No Model.) 4 Sheets-Sheet 4.

U.. HASKIN. GEARING FOR TRAINS 0F METAL ROLLBRS. N0..269,574. l Patented Deo.26,`1882.

Lnv//////// Tala LWLhTI-EEEEE- UNITED STATES PATENT OFFICE.

URI HASKN, OF PITTSBURG, PENNSYLVANIA.

GEARING FOR TRAINS OF METAL RQLLERS.

SPECFICATION forming part of Letters-Patent No. 269,574, dated December 26, 1882.

' Appiicatioumea Api-i128, 1882. No modei.)

To all whom it may concern Be it known that I, URI HASKIN, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of'Peunlsyivania, have invented a certain new and useful Improvement in Adjustable Di'erential Gearing for Continuous Trains; and I do'hereby declare the following to be a full, clear, and exact description thereof, reference being had to the accompanying drawings, forming a part thereof', in which- Figure l on Sheet 1 indicates a side elevation of my improved adjustable dili'e'rential drivinggear, having a series of vertically-adjustable driving shafts and pinions mounted in opentop housings permanently attached to a single bed-plate. and provided with intermediate vertically and laterally adjustable idler shafts and pinions, which are mounted in laterally-adjustable open-top idler-housings, all of the housings being provided with breaking-caps in order to preventinjury to the more costly and less easily replaced portions of the machinery. Fig. 2 on Sheet 2 indicates a ground plan ot' the same. Fig. 3 on Sheet 3 indicates a front elevation of the same. Fig. 4 on Sheet 3 indicates an end view of one ofthe driving-spindles, with its spring-spreader in place. Fig.5 on Sheet 3 indicates a side view of a section ofthe driving or coupling spindle, the springspreader, and a section of the coupling-box. Fig. 6 on Sheet et indicates a view of a central vertical section of one of the housings, showingthegroovedinnersurfaceof thesame.` Fig. 7 on Sheet 4 indicates a side view ofthe same. Fig. 8 on Sheet 4 indicates a plan view ot' one of the housings. Fig. 9 on Sheet et' is a plan view of one. of the breaking-caps. Fig. l0 on Sheet-tindicates an end view of the same. Fig. 11 on Sheet 4 indicates an end view of one-of the upperjournal-boxes of the housing. Fig. l2 on Sheet 4 indicates a plan view of the same. Fig. 13 on Sheet It indicates a perspective view of the lower journal-box of one of the housings.

Like letters of reference indicate like parts wherever they occur. f

My invention relates to a new and improved construction and arrangement for adjustable diii'erential driving-gear, and it is especially adapted for driving that class of continuous trains described and claimed by me in an application recently filed, and for all other cases where long trains having from twelve to eighteen sets of rolls are used.

The continuous train consists of a series of Sets ot' rolls mounted in housings provided with suitable means for adjusting each successive set to reduce the cross-section of the metal tothe `proper degree, and as the metal undergoes a degree of elongation at each pass proportionate to thedegree of reduction of its cross-sectional area it is absolutely necessary that each successive set of rolls should be driven at a higher rate ot' Speed than the set immediately preceding. This may be readily done by means of the driving-gearing heretofore in use; but, as each set ot' rolls must be driven at an exact and uniform rate, the efficiency ofthe continuous mill soon becomes seriously impaired by its liability to breakage, and to get out of working condition on account of the inability which has existed ot' keeping the driving-shafts in line with the axes ofthe rolls and ot' adjusting the driving mechanism from time to time to compensate for wearA and different adjustments of the rolls, and consequently in time the driving-shafts get out of line, the pinions wear until they do not mesh properly into each other, the friction is increased, power is lost, the machinery loses its ability to run smoothly and jars, backlash takes place, and breakage of the train or vits driving-gear results.

To the end, therefore, that the preceding difficulties may be overcome, and that the driving mechanism may be quickly, readily, and securely attached to the rolls and readily adjusted from time to time, to compensate for the wear or uneven wear of its boxes and pinions, l have devised an adjustable dili'erential driving-gear in which the driving shafts and pinions are vertically adjustable, and are mounted in open-top housings which are permanently attached to a single bed piece, and the idler shafts and pinions are mounted in laterally-adjustable open-top housings, and are provided with means of vertical adjustment, all of the housings being provided with break` ing-caps, andl the driving-spindles being provided with a form of spreader which enables them to be quickly, readily, and securely attached to the rolls and driving mechanism.

I shall now describe my invention more fully,

IOO

i with a series ot' permanently-attached open- :teA

top driving-housings, A A A', provided with vertical adjusting-screws a a a', operating in threaded boxes at their lower part and against the lower surface of the lower journalboxes of the drivingshafts, in order to adjust the driving-shafts and their pinions vertically from time to time to Akeep theiraxes in line with the axes of the rolls.

B B B and B B' B' indicate respectively the lower and upper journal-boxes ot'the driving-shafts. These boxes are provided with a vertical rib at each of their sides, in orderthat they may be slipped down in position from above and be prevented from lateral displacement by means of their vertical ribs, which engage in vertical slots in the inner surface of the housings.

C U C indicate the breaking-caps of the driving-housings, and are made sufficiently light to give way whenever any dangerous strain comes upon the train or driving mechanism, in order that breakage or serious injury to the more costly and less easily replaced portionsofthe rolling and drivingmechanism may be avoided. These breaking-caps are provided with central ribs, c c c, and are slipped into position from below, and are held up against the lower surface ot' the inwardly-projecting lugs at the top of the housings by means ot' the upper vertical tightening and adjusting screws, D D D, which engage threaded bearings in them and operate upon the topjournalboxes ofthe driving-shafts.

D and D indicate the intermediate detachable and laterallyadjustable idler-shaft housings. Thesehousingsareprovided withbreaking-caps, journal-boxes, and upper and lower vertical adjusting-screws, constructed and arranged as specified in relation to the drivingshaft housings, all of the journal-boxes and breaking-caps being prevented from lateral displacement when slipped down and up, respectively,into position by means oftheir vertical ribs, which engage in vertical slotsin the inner surface of the housings. Theseintermediate laterally-adjustable idler-shaft housings are hung or suspended in position between the others by means of their laterally-projecting varms d d, which rest upon the upper ends ot' the driving-housings, and the arms d cl are slotted in such a manneras to allow the lateral displacement of the idler-housings from time to time. in order to readjust the idler-pinions to compensate for their wear.

d and d indicate a set of lateral adjustingscrews attached to and operating in threaded boxes in the sides of each idler-shaft housing, and they also operate against the adjacent sides ofthe driving-shaft housings. y

By the usel ot' the term lateral adjustment,77 as applied to the idler shafts and pinions, I mean an adjustment in a line ata right angle with their axes, and as applied to the idlershaft housings the adjustment effected by the adj listing-screws d and d', whichmove the idler-housings fore or aft, when considered in relation to the rest ofthe driving mechanism.

E E" Ff indicate the driving-shafts, which are mounted in suitable bearings in the lower and upper journal-boxes of the fixed or driving housings, and are provided with suitable driving-pinions, E E4 E5 E, which mesh into a series of idler-pinions, F2 and F3, mounted on the idler-shafts F and F', all-ot' these pinions being mounted and arranged on their respective shafts in the usual manner, to impart a. higher and an exact rotary speed to each driving-shaft over the one immediately preceding it.

ln Figs. 4 and 5 on Sheet 3, E indicates the end of one of the driving-shafts.

G indicates a section of one of the couplingboxes which are used to couple the drivingshafts to the roll or driving spindles. This coupling-box is constructed in the usual manner, except that the diameter ot' the couplingopening increases slightly and gradually from points near the ends to the center of the box, the object being to allow the couplings to Wabble without bringing dangerous strains upon` the continuous train and the driving-gear, if they should get out of line with each other, and this is accomplished by increasing the d'iameter of the opening toward the center of the box to allow of a slight vertical or lateral -end-playof the parts within the box.

H indicates the form of spreader used to retain the position of the. coupling-boxes upon the driving-shafts and roll-spindles. This form of spreader is produced by securing the spreader-blocks toa steel spring formed like a large section ot' a hoop. The objects of this construction chietly are, rst, to take advantage of the elastic properties ofthe steel; to render the blocks self-adjusting, as they will be fixed and heldin the grooves by the spring when it is slipped over the coupling-spindle; to render the coupling more secure and prevent the box from slipping and throwing the coupling out of line; and, lastly, to enable all the drivingshafts to be. more readily and quickly connected with or disconnected from the roll-spindles.

By reference to Sheet 4 it will be readily ob` served that the breaking-caps, upper and lower journal-boxes, and the innerfaces ofthe housings or standards are constructed in a peculiar manner, the journal-boxes all heilig provided with projecting ribs at the center otl their sides, adapted to engage and to admit of having a vertical movement in the central vertical slots loo Y IOS IIO

261mm e in the inner faces of the housings, the breaking-caps having a central rib on their upper surfaces, adapted to engage in vertical slots in the central portion of the inwardly-projecting 5 lugs at the upper portion of the housings, and

the housings being provided with central vertical grooves on their inner faces and through their lugs to receive thejournal-boxes and the caps and allow their vertical adjustment.

The chief advantages ofl my improvement are a's follows:

First. The driving-shafts may all be readily and quickly adjusted in line with the axes of the rolls.

Second. Any portion of the driving mechanism may be quickly thro-wn out of gear with the remainder withoutaltering the position of the driving-shafts or throwing them out of line with the position the additional sets of rolls will occupy when again placed in the train. For instance, if but two sets of rolls in the train 'are to be used, the idler shaft and pinion which transmits motion from the second to the third driving-shaft is elevated, (after its top adjusting-screws are unloosed,) its top journal-boxes are removed, turned over, and placed on the lower boxes, thus serving as supports for the journals ofthe idler-sl1at't,and elevating` it and the idler-pinion ont of gear; and when addientire driving mechanism is again thrown into gear by merely replacing the top boxes of the third idler shaft in position, adjusting its breaking-cap, and screwing down its top4 ad- S justing-screw.

Third.l The vertical and lateral adjustment of the idler-shafts compensate for the wear or uneven wear of the pinions, and they may be kept constantly meshingin the proper manner with each other.

Fourth. Thedrivingmechanism runs smoother7 is subjected to lessjars or shocks, requires less power', has less friction, develops less backlash, and-is adapted to run longer trains than 5 any heretofone known to me.

Fifth. The peculiar form of the boxes and inner faces of the housings allow a quick insertion of the boxes into their place, their free vertical play,and avoidance of lateral displacement and end wear of the journal-boxes.

Sixth. Any serious strain will be taken up by-and cause the fracture of-tlie breakingcaps, thereby avoiding breakage of the more costly and less easily-replaced portions of the 5 rolling or driving mechanism.

Seventh. The driving mechanism is quickly and securely attached to and readily separated from the train;

1n the description of my improvement I have stated that the breaking-caps are all held up in position against the lower surface of the inwardly-projecting lugs at the upper portion of the housings by the upward pressure against them exerted by the upper tightening-screws but itis not necessary that they should be held in position by this means, as they may be tional sets of'rolls are again to be driven, the

bolted to the lugs or held up against them by springs, or in other ways apparent to the skilled mechanic.

Havingdescribed my invention, whatlclaim, and desire to secure by Letters Patent, is-

1. A differential driving-gearing for continuous trains, consisting of a series of verticallyadjustable driving shafts and pinions mounted in xed housings, and provided with a series of vertically-adjustable idler shafts and pinions mounted in laterally-adjustable idler-housings, whereby the driving-shafts may be readilyadjusted in line with the axes of the rolls, and the idler-shafts adjusted vertically and laterally, to compensate for the wear of the pinions, construeted and arranged to operate substantially 3. An open-top housing provided with in wardly-projectiug lugs at its upper ends, and having a detachable breaking-cap with ribs which engage in grooves made in the upper portion of the housing, and held in position against the lower surface of the lugs by means of the vertical adjusting-screw, substantially as and lor the purpose herein set forth.

4. An open-top housing provided with inwardly-projecting lugs at its upper ends, and having grooved inner faces, constructed and arranged substantially as and for the purpose herein set forth.

5. The combination ofthe open-top housing and its vertical adjusting-screws with the detachable breaking-cap and the vertically-adjustable journal boxes and bearings, substatitially as and for the purposeherein set forth.

6. An open-top housing provided with a detachable breaking-cap, constructed and arranged substantially as herein set forth.

'7. Au idler-housing provided with laterallyprojecting slotted arms adapted to rest upon and be bolted to the upper end of the drivinghousings, substantially as and for the purpose herein set forth.

8. An idler-housing provided with slotted arms d d, vertical adjusting-screws, and with lateral adj Listing-sere ws arranged between the adjacent faces ofthe xed and movable housings, substantially as specified.

9. A driving-gearing provided with a series driving-shafts may be quickly brought into IOO IIO

IIS

line with and connected to or disconnected from 12. Au adjustable spring-spreader composed ro the train, and theidler-shaf'ts adjusted to comof two or more spreading-blocks riveted or se pensate for the adjustment of the driving cured to a section of steel hoop7 suhstanti:1ll \Y shafts and for the wear of' the pinions. as herein set forth.

11. A coupling-box havingaeoupling-open- T T ingr which increases slightly and gradually in URI HASKD" diameter from pointsnear the ends to the eenl W'itnesses: fer of the box, substantially as and for the TAI/BER REESE,

purpose herein ser forth. l JAMES H. PORTE. 

